Marine-turbine installation.



C. A. PARSONS, S. S. COOK & E. B. CHAPMAN.

MARINE TURBINE INSTALLATION.

APPLICATION FILED DEG.9,1913.

Patented Nov. 10, 1914.

5 SHEETS-SHEET 1.

WITNESSES.-

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C. A. PARSONS, S. S. UOUK 5: E. B. CHAPMAN.

M ARINE TURBINE XNSTALLATION Patented Nov. 10, 1914.

5 SHEETEF'SHELT 2!.

MZ s mR Z30 P GMT: A E 8 d 3 Y M B w O. A. PARSONS, S. COOK & E. B. CHAPMAN.

MARINE TURBINE INSTALLATION.

APPLICATION FILED DEC.9,1913.

Patented Nov. 10, 1914.

5 SHEETS-SHEET 4 WITNESSES H at 1/ G. A. PARSONS, S. S. 000K & E. B. CHAPMAN.

MARINE TURBINE INSTALLATION.

APPLICATION EILED 9110.9, 1913.

1, 1 17,082. Patented Nov. 10, 19M

6 SHEETS-*SHEET 6.

UNITED srnrnsrarunr orrron.

CHARLES ALGERNON PARSONS, STANLEY SMITH COOK, ANIJ' EDWARD. BROOKS CHAP- MAN, OF WALLSEND-UPON-TYNE, ENGLAND; SKID COOK AND CHAPMAN ASSIGN- OBS TO SAID PARSONS.

MARINE-TURBINE INSTALLATION.

Specification of Letters Patent.

Patented Nov. 10, 1914.

To all whom it may concern Be it known that we, CHARnns ALGER- NON PARsoNs, K. C. B., STANLEY SMrrH Coon, and EnwAni, BROOKS ,CHArMAN, all subjects of the King of Great Britain and Ireland, and all residing at Turbinia Works, \Vallsnd-upon-Tyne, in the county of Northumberland, England, have invented certain new and useful Improvements in and Relating to Marine-Turbine Installations, of which the following is a specification.

This invention relates to marine turbine installations.

In such installations as, for instance, are; suitable for war vessels, it is often neces sary to design the machinery so as to operate efiiciently under various speed conditions. Generally the highest degree of economy is desired at two conditionsof servi e, one at the maximum power and speed of he vessel, and the other at a low cruising eed in order to give the vessel a large adius of action. As it is necessary to design the machinery for a large maximum'power and speed, it usually results that only a moder ate economy of fuel consumption is obtained at the cruising speed. The auxiliary machinery of the turbine installation is usually designed for the maximum power and speed conditions and the amount of steam required for this auxiliary machinery, even when operating under the low cruising speed conditions of the vessel, bears a very high ratio to the quantity of steam required for the turbine. Thus, to the steam consumption of the turbines at low powers has to be added the steam consumption of iihe auxiliary machinery which, as already stated, bears a high ratio to the steam consumption-of the turbines. Thus the economy of the whole installation at the low cruising speed is further reduced.

The object of the present invention is to provide a marine turbine installation which will give the highest degree of efficiency of steam COIISUIZQPUOII, by the machinery comprising the installation under both conditions of service.

The invention consistsin a marine turbine installation having a main turbine syspeller shafts.

tem and an independently operable cruising turbine system the turbiues'comprising the latter system driving propeller shaft or shafts through single reduction gearing. The main turbine system is designed so as to develop the maximum power required, and to propel the vessel at the maximum speed. This main turbine system may comprise any number of turbines coupled direct or through gearing to any number of pro- Astcrn turbines may also be provided in the main turbine system. Ar-

rangements may also be made to connect the 'turbmes forming the main turbine system in parallel or in series, or in any form of series parallel connection as may be desired. This main turbine s stem will also comprise the necessary auxiiiary machinery, and is arranged to operate with the highest attainable degree of efficiency. If desired, the mainturbine system may also comprise turbines additional to those which would be normally used to develop the maximum power and speed, such additional turbines being employed in series with the full power turbines at speeds intermediate between the maximum speed and the cruising 'speed at which the main turbine system would no longer'operate and the cruising turbine sys-- tem be utilized. The economy of the main turbine system at such intermediate speeds as above referred to may be increased by the introduction of high pressure action wheels or other means.

The cruising turbine system consists of a number ofturbines of relatively small power driving some or all of the same ropeller shafts as are driven by the main tur ine system, being coupled to such shafts through mechanical or other forms of gearingpthe difference of speed being effected by a single reduction. 7 The turbines comprising the cruising turbine system are designed to obtain the highest degree of efficiency at the cruising speed v It may be arranged that such turbines are connected in series or in parallel or in series parallel, and that the mode of connection may be altered as desired. One or more astern turbines may also be provided in the cruising turbine system so that the maximum power available for going astern may be obtained, should necessity arise when cruising, from theboilers then under steam. The cruising turbine System maybe provided with its own auxfiury ent invention; Fig. 2 is an elevation 0 one of the center shafts, while Fig. 3 is an elevation of one of the wing shafts; Figs. 4 and 5 are respectively end elevations of the cruising turbine system and main turbine system; Fig. 6 is a sectional view'of gearing and clutching arrangement of the main and cruising turbine systems. Figs. 7 and 8 show in elevation and plan respectively, the

mechanism interlocking the clutches and valves of the installation; Figs. 9 and 10 are two part views of a valve showing the details of the locking mechanism therefor.

The main turbine system and the cruising turbine system are so arranged that while the one system is operating the other is entirely disconnected from the propeller shafting, suitableclutches being provided for this purpose. In thepreferred arrangement the cruising turbine system is placed at the after end of the main turbine system and the gear wheel or Wheels of the cruising system are mounted on sleeves concentric with ,the propeller. shaft or shafts and czin ried in suitable bearings, Clutches are arranged to connect ordisconnect such sleeves to or from the propeller shafts and also to disconnect or connect the main system driving shaft from or tosuch propeller shafts. A suitable thrust block is arranged on'the propeller shaft so as to take the thrust of the propeller when either the main or the cruising turbine systems are in operation. Clutches are alsoprovided on such propeller shafts as are not driven by the cruising turbine system, so that the propellers which are idle while this system is in operation may be free to revolve as they arev dragged through thewater. For'safety in operation the means actuating the clutches are interlocked with the controlling valves of thetwo systems, so that. it is impossible for steam to be admitted to either system when uncoupled from its propeller shafts.

The astern turbine or turbines in the main and cruising turbine systems may be incor porated in the turbine or turbines of their respective systems in the usual manner.

One particular installation hav ng four propeller shafts according to this invention is as follows".Ea'ch of the fourpropeller shafts, a, Z c, d, is driven by a separate main turbine system, each of which systems comreference letter, y.

prises a high pressure turbine, e, an inter mediate turbine, f, and two low pressure turbines, g, h, the latter receiving the steam in parallel from the intermediate pressure turbine. An astern turbine, z', is incorporated with each of the said low pressure .turbines, g, h. All the turbines in each main turbine system are geared to their respective main driving shaft, the gearin being contained within the casing in The main driving shaft of each main turbine system is indicated by the reference letter, k, and is connected in the case of the propeller shafts, a and (1, through a Clutch, 1, and in the case of the shafts, b and a, through a. clutch, L. In the case of the center pair of shafts, b and c, a cruising turbine, 'm, is added to the turbines, e, f, g, h, comprising the main turbine system, this cruising turbine, on, being utilized at speeds between the maximum and the cruising speed. Each main turbine sys tem is provided with a condenser, n, which is situated immediately below t-he'low pressure turbines, g, h, of that system. Each main turbine system is arrangedto develop the highest efiiciency atthe maximum power and speed of the vessel. Itis also provided with its own auxiliary machinery, part of which is shown in the accompanying drawings. The center propeller shafts, b, c, are also arranged to be driven by a cruising turbine system, such a system comprising a high pressure turbine, 0, an intermediate pressure turbine, p, and two lowprcssure turbines, q, 1'. With each of the two latter turbines there is incorporated an-astern turbine, s. The highpressure turbine, 0, and the low pressure turbine, 'r, are connected'by gearing, t, to a sleeve, 11, mounted upon propeller shaft, 1), to which it is connected by the clutch means Similarly the turbines, 79 and g are connected through gearing, t, to a sleeve, u, on the propeller shaft, 0, to which it can also be connected by the clutch gear, L. The construction of the gearing, t, and the clutch, L, is more particularly described hercafter in reference to Fig. 6. The two low pressure turbines, q and 'r, of the cruising turbine system exhaust into a common condenser, 'v, situated immediately below them. This condenser, '12, is arranged to operate as part of the auxiliary condenser plant for use when the vessel is in port. The cruising turbine system is arranged to develop the highest degree of cfiiciency at the cruising speed. A suitable thrust block, is, is provided on each of the propeller shafts, a, b, c, d, to absorb the propeller thrust. The clutches, Z, provided in connection with the outer propeller shafts, a and d, allow these shafts to be disconnected from the shafts, k, of the main turbine system when the latter is not in operation.

In the drawings the details of the pipe no I . wheel, 16.

connections between the turbines and con denser and other gear are not, for the sake of clearness, completel illustrated.

One suitable form al clutch for use in this invention is shown in Fig. 6 which also indicates a construction of the gearin for the turbines of the cruising system. The drawing shows one of the center propeller shafts, for instance, I), and it will be seen that this is rovided with two collars, w and y, in hot of which teeth are formed. The driving shaft, is, of the main turbine system is also rovided with a collar, 2, in which teeth are ormed. The collar, y, on the propeller shaft, 1), and the collar, 2, on the shaft, is are adjacent to one another and are couple. or uncoupled according to the position of a clutch sleeve, 1, which is mounted in a ring, 2, pivotally attached to an arm, 3. The clutch sleeve, 1, is shown in full lines in the position in which the two collars, y and z, are uncoupled, while the dotted lines indicate the position of the sleeve when the two collars are coupled. The shaft of one of the cruising turbines is coupled to a pinion shaft, 4, which gears with the wheel, 5, built up upon a sleeve, 6, concentric upon the propeller shaft, 6. The sleeve, 6, is provided with a collar, 7, which is adjacent to the collar, w, of the propeller shaft, 1), and has similarly formed teeth in it. A clutch sleeve, 8, shown in full lines in the position connecting the two collars is mounted in a ring, 9, pivotally attached to the arm, 10. The dotted position of the sleeve, 8, is that in which the two collars, 7, and w, are disconnected. It will be seen that the relative positions of the clutch sleeves, 1 and 8 are such that when the main driving shaft, is, is disconnected from the propeller shaft, 1) the sleeve, 6, driven by the cruising turbine system is coupled to the propeller shaft, 6. The clutch. sleeves l and 8, being moved by the levers l0 and 3, which are connected by the link 39 move together so that when the sleeve, 6, disconnected from the propeller shaft, Z), the driving shaft, 10, is coupled thereto, and vice versa.

The mechanism. interlocking the clutch with the valves of the installation is shown in Figs. 7 and 8. It will be seen that the arm 14 by which the clutch sleeves are operated is provided with a. portion of a worm wheel which carries a pin 41 which engages with lever 39. The wheel 40 en ages with a worm, 11, on a spindle, 12. he latter is connected by bevel wheels to a vertical spindle, 15, carrying at its upper end a bevel The latter engages with bevel wheels, 17, 18 respectively attached to spindles, 19 and 20. Engaging with the bevel wheels, 17 and 18, is a bevel wheel, 21, attached to a spindle, 22, on which is mounted a handwheel, 23. The spindle, 19, is provided with worms, 24, 25, in conjunction -ments, 32, 33.

respectively with the astern valve, 26, and the ahead valve, 27, admitting steam to the main turbine systems. The spindle, 20, is provided with worms 28, 42, in conjunction with the valve, 29, 43 admitting steam to the ahead cruising turbines and the astern cruising turbines respectively. The worms, 24, 25, 28 and 42, operate the locking mechanisms of their respective valves which will be more particularly described with reference to Figs. 9 and 10. These figures show the details of this locking gear attached to one of the valves, for instance, the valve, 26. It will be seen that the worm, 24, engages with a worm wheel, 30, which has a screw thread engagement with a pin, 31. The worm wheel, 30, is mounted between abut- Thus the rotation of the spindle, 19, causes the worm wheel, 30, to rot-ate and the screw thread engagement of this with the pin, 31, causes this pin to move in an axial direction.

As shown in Fig. 9 the pin, 31, in one extreme position enters holes in a pivoted segmental member, 34, which is provided with a portion of a worm wheel, 35, which engages with a worm, 36, on the spindle, 37, by which the valve is operated, thus the valve cannot be moved without a corresponding movement of the segmental member, 34, and if the movement of the latter be prevented by the pin, 31, it will be seen that the valve, 26, cannot be moved. The interlocking gear is so arranged that the relative positions of the pin 31, in respect of each of the valves, 26, 27 and 29, with the astern valve, 26, and the head valve, 27 of the main turbine system can be moved while the cruising valve, 29, is locked or vice versa. The couplin of the spindles, 19 and 20, by the bevel wheels, 17 and 1.8 to the bevel wheel, 16, on the spindle, l5, prevents the locking or release of the valves, 26, 27, 29, without av corresponding movement of the clutches. In this manner it is arran ed that the steam cannot be admitted to t e main turbine systems or to the cruising turbine system while these systems are disengaged from the propeller shaft, that is to say, steam can only be admitted to the main turbine s stems or to the cruising turbine system w ien the corresponding clutches are engaged. The interlocking gear is also arranged so that the movement of the clutch member is completed before suificient movement has been given to the pin, 31, to release the corresponding valve.

It will be seen that many modifications can be made in structure in carrying this invention into effect without in any way departing from the spirit of the same.

Having now described our invention, what we claim as new and desire to secure by Letters Patent is 1. A marine turbine installation comprising a main turbine system, an independently operable cruising turbine system, a propeller shaft, single reduction gearing operating to connect said cruising turbine system to said propeller shaft.

A marine turbine installation comprising a main turbine system, a propeller shaft, clutch means between said main turbine system and saidpropeller shaft, an independently operable cruising turbine system, single reduction gearing between said cruising turbine system and said propeller shaft, and clutch means between said cruising turbine system and said gearing, acting to connect and disconnect the same.

3. A marine turbine installation comprising a main turbine system, a propeller shaft, clutch means between said main turbine system and said propeller shaft, an

independently operable cruising turbine system, single reduction gearing between said cruising turbine system and said propeller shaft, and clutch means between said cruising turbine system and said gearing, acting to connect and disconnect the same, and means interconnecting said clutch means and acting to prevent simultaneous connection of said main and cruising systems to said propeller shaft.

4. A marine turbine installation comprising a main turbine system, a propeller shaft, clutch means between said main turbine system and said propeller shaft, an independently operable cruising turbine system, single reduction gearing between said cruising turbine system and said propeller shaft, and clutch means between said cruising turbine system and said gearing, acting to connect and disconnect the same; a throttle valve upon said main turbine system, a throttle valve upon said cruising turbine system, and means between said throttle valves and said clutch means acting to interlock said clutch and throttle means, to prevent admission of steam to either turbine system when it is disconnected from the propeller shaft.

A marine turbine installation comprising a main turbine system, a cruising turbine system, a propeller shaft, clutch means between said main and cruising turbines and said propeller shaft, throttle valves upon said turbine systems and interlocking means between said valves and clutches.

6. A marine turbine installation compris ing a main turbine system, an independently operable cruising turbine system, condensing plant for the auxiliaries of said turbine installation, means whereby said cruising turbine system can discharge into said auxiliary condensing plant.

7. A marine turbine installation, comprising a propeller shaft, a main turbine system, single reduction gear operating to connect said main turbine system to said propeller shaft, an independently operable cruising turbine system and single reduction gearing operating to connect said cruising turbine system to said propeller shaft.

In testimonywhereof, we aflix our signa- H tures in presence of two Witnesses.

CHARLES ALGERNON PARSONS. STANLEY SMllH COOK. EDWARD BROOKS CHAPMAN.

Witnesses:

FREDERICK GonnoN HAY Bnorono, ALBERT VVILLIAM PARR. 

